Electric-railway system.



H. W. LEONARD. ELECTRIC RAILWAY SYSTEM. APPLICATION FILED $193.1, 1905.

7 SHEETSSHEET 1.

Patented June 18, 1912.

I "Main moses P H. W. LEONARD. ELECTRIC RAILWAY SYSTEM APPLICATION FILED APR. 1, 1905.

1,029,698. Patented June 18,1912.

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C\ I b I GH 0mg g H. W. LEONARD. ELECTRIC RAILWAY SYSTEM. APPLICATION FILED APB.1, 1905.

1,029,698, Patented June 18,1912.-

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7 M M-M H. W. LEONARD. ELEOTRIG RAILWAY SYSTEM. APPLICATION FILED Ann, 1905.

7 SHEETSSHEET 4.

Q viweooeo W Patented June 18, 1912.

H. W. LEONARD.

ELECTRIC RAILWAY SYSTEM. APPLICATION FILED APR. 1, 1905.

Patented June 18, 1912.

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alwcnlot- 551 2 attain H. W. LEONARD. ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED APR. 1, 1905. 1,029,698.

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W. LEONARD. ELECTRIC RAILWAY SYSTEM. APPLICATION FILED APR.1} 1905.

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UNITED STATES PATENT OFFICE.

HARRY WARD LEONARD, OF BRONXVILLE, NEW YORK.

' ELECTRIC-RAILWAY SYSTEM.

Application filed April 1, 1905. Serial No. 253,276.

. ing is a full, clear, and exact specification.

such risks to a minimum.

on the same locomotive.

My invention relates to the operation of electric railways, especially such as employ under certain operating conditions high tension currents.

The principal object of my invention is to provide means and methods for operat ing. the moving vehicles over long distances by means of the hightension desirable for economy and yet providing means and methods for operating the moving vehicles through cities and towns, tunnels, or other desired sections, by arelatively low and safe tension.

In many instances it will be desirable to use saya single phase supply for the locomotive device, having an electromotive force of 20,000 volts and upward. -It is often necessary to move the train into the heart of a city and sometimes through a city or town.

The employment of a bare conductor upon which the moving contact is made, is attended with many objectionable risks when a very high tension is used upon a conduct-or passinginto or through a populous district, and hence it becomes desirable to provide meansnnd methods for reducing This desirable result I accomplish by means of my invention. Usually I have upon the train a plurality of separate transforming devices, each of which normally receives the high tension energy and transforms such energy into lower tension energy for use in the motor circuit. These transforming devices willusually be identical in size and may be But in some instances they will be case arate locomotive units and controlled by a-multiple unit control. I make use of this plurality of transforming devices in the ways known 'tothe art and also as described in my pending applications to secure improved results asreards acceleration and retardation, control, istribution and reduction of weight, re-

energy, for example.

duction of limiting dimensions, control of amperes and volts in each particular device,-

interchangeability of parts, increased reliability of service, and restoration of My invention and various forms thereof will be understood from the following description and accompanying drawings. It will be understood that the figures are diagrammatic and that consequently I have not attempted to show proportions of parts or the preferred relative positions thereof. Figure l is a diagrammatic view of one form of my invention; Figs. 2 and 3 are similar views of modifications;"Fig-wt is a development of the controller indicated in Fig. 3; Figs. 5 and 6 are detail views of the interlocking device;,Figs. 7 and S are diagrammatic views of other modifications of my invention; and Fig. 9 is a diagrammatic view illustrating a modification of the arrangement ofFig. 1.

Referring to Fig. 1, there is represented at 1, a high voltage single phase generator supplying current to the high voltage supply .working conductors 3 which conductors may be arranged in any preferred manner,such as having one conductor overhead and theother a ground return, or both conductors maybe overhead, or both may be in a conduit, which conduit may be under the surface of the ground or above the sur face, or they may be arranged as in the well known thirdrail system. A vehicle or locomotive 4 is indicated in dotted lines and carries the moving contacts 5, (5 which (11- gage the conductors 2, The alternating currentpasses from one supply line to the other through two single phase motors 7. S which are shown as connected in parallel. Each of the motors T, 8 have mounted upon its shaft a generator 9, l0, prcferalily of directcurrent and at low potential which supply current to the sets of propelling motors- 11. 11. The field strength of the motors Anny be made variable to vary their speed. and their speed may also be varied in other ways, but in the present instance I have shown means for varying the electromotiw force available in the circuit containing the motor armatures. This is accomplished by varying the strength of the fields .2. i of the generators 9, 10. A direct current Specification of Letters Patent. Patented J 11119 18, 1912.

- nccted from the motor circuit by means of ,rheost-ats 15 and 16 in a manner well under.- stood all the load may be thrown on to the low tension supply and connection with the high tension supply may be broken. Machine 10 will now be acting as a motor driving the alternating current machine 8 which will act as a generator, and as its speed is approximately the same generate a voltage about equal to that for-. merly received from the high tension supply and deliver this to the machine 7 which will continue to act as a motor and drive the machine 9 as a generator. Thus when operating from the low tension supply, the machines 7 and 9 act as when operated from the high tension supply, the electromotive force delivered by the generator 9 being controlled by varying the rheostat 15. When the armature 10 is connected as above described to the low tension supply circuit, and 7' and 8 are connected with the high generator 14 is shown mounted on the shaft of the machine 8, which generator 14' supplies current to the fields 12, 13 through the reversingrheostats 15, 16. It will therefore be understood that when operating on the high voltage lines, the motors 7, 8, drive the direct current generators 9, 10 which supply current at a. variable electromot-ive force to the propelling motors. Both'fields 12, 13 are then-connected in parallel through the rheostat 15 so vthat they are varied. si1nultaneously bythe operation" of the single rheostat 15. We will suppose that the supply is a 20,000 volt single phase system, but it will be understood that the supply may likewise be polyphasef Means may be provided as explained in a pending application and as described below for coupling the generators in series or in parallelforpurposes of control and econ- .omy in first cost and in'operating cost. Now suppose it is necessary to operate the train through a town or city, where on account of municipal requirements .for safety it is ncc=i .essary to limit the tension of the bare supply conductors to say 500 volts. In Fig. 1 there is represented at 17, such a low tension stationary source, in this case a direct cur-' rent generator supplying current to the conductorsl8,-19, which as explained above, may be variously arranged. Instead of having an independent low tension supply, this may be derived from the high tension source by use of suitable transformers at a sub-station. Fig. 9 illustrates such an arrangement, the transformer being indicated at 50 and comprising an alternating current motor 50 driving the direct current generator 17, the motor 50 being supplied with energy from the source 1. .I have shown the conductors 8 and 19 joined electrically so that their potential will be the same but they may be independent if desired, I have also shown the conductors 2 and 18 overlap ping a short distance so that the train may be operated without the necessity of stop ping atthe points of change. The car is provided with an additional contact 20 which engages the conductor 18. When the train enters the section of low voltage supply, the switch 21 will be thrown to the right so that the field 13 is placed under the independentcontrol of rheos'tat 16. This may then be adjusted so that all the work is thrown on to the motor 7 and generator 9 and practically no current will then be delivered by the generator 10. It may then be disconlating the rheostats, divide the load between the two-stationary sources as he may desire, or he canmake either source take the entire load,- or he can make either source deliver energy into the circuit of the other source, "while the motor is at rest or in motion. In operating in this way on the low tension supply, the maximum ampere capacity available is one-half of the former total obtainable with t e generator in multiple, but as the grades are generally moderate in sufiice. The maximum electromotive force available at the motors isv also one-half of that which is possible with the two generators in series, but one-half of the full speed will also suflice for duty in passing through towns and cities. Thus it will be seen that byvery simple and inexpensive switching devices and without material loss of etli ciency in operation, I can secure all the advantages of my voltage control system, both in the open. country from a high voltage supply and in cities from a low voltage supply.

, eferring to Fig. 2, parts corresp ondingly numbered represent similar parts referred to in describin Fig. 1. In the present figure however, 0 e direct current machines 9, 10 and 14 are mounted on the same. shaft which is shown mechanically coupled as by clutches 23, 24 to, the. shafts of the alternating current machines 7, 8. These clutches are indicated as closed and the apparatus is indicated as receiving current from the high tension-supply. The rheostats 15, 16 are swh ;h 2' and when its electromotive force is shown as capable adjusted by rheostat 16 to that of the low to vary the electromotive force of themavoltage supply, the switch 22 may be further chines 9, 10, but when both machines are thrown and socmmect the machine 10 to the l acting as generators as when in use on the low tension supply circuit through contacts I high tension service, these rheostats will be 20 and 6. Then by manipulation of the l operated simultaneously to vary the electroas before, it willtension circuit, the operator can, by maniputowns and cities, this ampere capacity will of independent operation I motive force delivered by the generators 9, equally. and correspondmgl hen the low tension section is reached, the load. will be thrown cit the machine 10 and it will be disconnected from the motor circuit by opening switch Further movement of switch 22 will connect the machine 10 to the low tension source and this machine will then be in a condition to actas a motor to drive its shaft on which is mounted the machines 9, and 1 The clutches 23, 2 may then be opened to disconnect machines 7 and S from the shaft 25 and these machines are then thrown out of action. Hence with this form of construction, when on a low' tension section, the machine 10 will act as a motor to directly drive the generator 9. The

'electromotive force delivered. by the latter by closing the clutches 23, 9.4, and they will 7 again act to drive shaft 25 when receiving current fronrthe high tension line. machine 10 will then be changed to act as a generator and will be connected to the circuit of the propelling motors as before by moving switch 22. W hen the locomotive is in a portion of the railway where the high tension contact. conductor and the low tension contact conductor overlap, and arma ture 10 is operatively connected to the low tension circuit while the machines 7 and 8 are operativcly connected to the high tension circuit and the clutches 23 and 2st closed, the operator can, by proper manipulation of the rheostats in the well known manner, make the two sources divide the total load as desired; or he can make either source take the entire load; or he can make-either source restore energy into the circuit of the other and thereby assist in supplying energy to fer of energy from the circuit of one source to that of the other can be made independent-ly of whether the locomotive is in motion or at During retardation, while in such overlappingsection, a regenerated braking energy can be restored into either circuit or into both circuits in such proportions of the total as the operator may desire.

In Fig. 3 the same machines are indicated as in Fig. 2. I have shown acontroller 26, which by the movement of handle 27 is adapted to connect the armatures 9 and 10 in parallel or in series and also to vary the field strength of these machines in order to Vary the speed of the propelling motors. The development of the controller is shown in Fig. 4. Referring to the latter figure, it

, will be seen that tl'iere are two sets of con t acts, the 11 per set for the armature connections and toe lower for the field connections.

The

The stationary fingers are indicated on line 1. The terminals of the motor armaturcs 11 are connected to the first and sixth contacts beginning at the top, the armature 9 is connected to the second and third, and the armature 10 is connected to the fourth and fifth contacts through a double pole switch 28. With regard to the second setof contacts, the first and sixth are connected to the constant electromotive force supply from the machine 1% through a reversing switch 29; the field 12 is connected to the second and third contacts; and the field 13 is connected to the fourth and fifth contacts through a double pole switch 30. i

When the fingers or contacts on line 1 engage the conducting strips on line 2, the armatures 9 and 1 0 are connected in parallel and supply current to the propelling motor armatures 1.1. The fields l2 and 13 for this -'position are weak since sections of resistance are connected in series therewith. The clec tromotive force supplied to the motors is therefore low giving a slow speed. Further movement of the controller handle will gradually cut out the field resistance until at position 3 the full. clectromotive force of ach generator is given to the motors. It is now desired that the two machines be connected in series so as to give a higher elec tromotive force to further increase the speed of the motors. In passing to position i, the field 13 of armature 10 is weakened slightly so that all the load is thrown on to the other machine and on further movement of the controller the armature 10 is disconnected at one terminal. The resistance of its field circuit. is then increased and the field finally opened so as to decrease its electromotive force to practically nothing. Movement of the controller will then. connect the armatures in series as on line Further movement of ,the controller will closethe field circuit 13 through a high resistance and as this resistance is decreased, the electromotive force delivered by armature 10 will gradually rise, and being additive to the full electromotive force of armature 9 there will be delivered to the propelling motors a gradual increasing electromotive force and consequent increase'in-speed. When all the resistance is cut out of field'13 the full electromotive force of armature 10 will be generated whichadded to the full electromotive force of armature 9, will give maximum electromotive force to the motors and consequently maximum speed. This will be attained at position 6.

During the changes described the field strength of the motors l1 will'be maintained constant. In some cases I obtain a still further range ofspeed control by varying the field strength of the motor by well known means. It will be" understood that the controller 26 f bef ore the switch after the switch 28 is shown in Fig. 3 as mechanically inter locked with the controller 26. When operating from the high tension supply, the full movementof controller 26 is permitted as above explained. On the low tension section however, since machine 10 is discon nected from the motor circuit, the movement of controller 26 will be limited to varying the field strength 12 of armature 9 in order tovary the speed of the motors. Also, the changing over from the high tension to low tension should be permitted at a time only when the generators are connected in parallel, or when the armature of machine 10 is disconnected from the circuit. Means for interlocking the parts to accomplish this are shown in Figs. 5 and 6. Onthe shaft of I mount a plate 31 which has a cutaway portion as shown at 32. Into this cutaway portion extends a projection 33 secured to a rod 34 which is pivotally connected to the switch 28. Whenthe switch 28 is on the contacts for operation from the high tension supply as shown in Fig. '3, the

part 33 occupies a posit-ion in the inner part of the space 32 and the controller may be turned its full amount, which is assumed in the drawing to be 180. The space 32 is wide through the first 90 and narrow through the last 90,- it being'assumed that during the first 90 of movement the armatures 9 and 10 are in parallel or that 'a-rmature 10 is disconnected. Hence at such time, the switch 28 may be changed to the low tension supply since pin 33 is free-to move? in the wide portion of space 32. It is not however, free to move during the last 90 of movement of the controller as the armatures 9, 10 are then connected in series. Hence the controller must be moved back 28 can be thrown. Also is thrown, the movement of the controller..26 will belimited, on account of pin 33 engaging the face 35, to movement which will allow the field'12 to be varied in strength since the armature 9 will supply all the current to thepropelling motors.

When it is desired to change over to the low tension section, the switches 28, 30 will be thrown to open position preferably when the vcontroller is in such position that the armature lO-is disconnected. The field 13 will thenbe connected through switch 30 to the reversing rheostat 36 which receives-curtension section, which for varying the voltage rent from the machine 14. By adjusting the rheostat 36 the electromotive force of the armature 10 may be made approximately equal to that of the low tension supply when the switch 28 may then be closed connecting the armature 10 to the low tension supply. The train may then be operated from the low tension supply and the speed varied by moving the controller 26 to vary the electromotive force delivered by armature 9.

In Fig. 7 I have illustrated a system in which the alternating current from the'high tension supply is conducted to the train through moving contacts and the high tension is lowered on the train by means of astatic transformer 37. This low tension current is then led to the alternating current machines 7, 8 whic 1 drive the machines 9, 10. The rheostats 15, 16 maybe used to vary the fields 12, 13 and I have shown a clutch 38 coupling them mechanically so that they may be operated rately. I have also shown a controller 26 for coupling the armatures in series or in parallel as already explained. Preferably the field control and that for coupling the armatures in series or parallel will be united 1n one controller as'explained with reference to Figs. 3 and 4. In passing to the low is here indicated as an alternating current supply derived from the main source by means of a static transformer 39, current will be led in at low tension through the moving contact 20. The electromotive force of this supply will a proximately equal the electromotive force derived from transformer 37 and current from-the low tension supply will be led di rectly to the machines? 8. A switch 40, is shown to connect these machines to one source or the other. crating from the low tension supply, the transforming machines will all supply their full output and none of them'will be used inverted.

In Fig. 8, there is shown a system in which the alternating current is used throughout. The high tension line 2,3 is shown as supplied by the single phase source 1 and the low tension-line 18, 3 is shown as supplied by the same source but at a reduced electromotive force by .means 39. Two sets of transforming devices are shown on the locomotive and means is shown applied 'to the .motors for varying the speed. Current from the high tension line is led through the full 'length of the auto-transformer coils 1, 41'.

Two additional coils In this case when opof the transformer end of the auto-transformer through the motors and the coil -13 is connected from an intermediate point of the auto-transformer to the terminal of the coil 42 whichis connected to the motors. Upon passing into a low tension section, the connection to the high tension will be broken and the switches 44 will then be closed making connection to the low tension supply. Under this condition. however, I prefer that current should be led to an intermediate point of the autotransformer coil and through a portion only of thiscoil to the return conductor. This is shown in the figures as the same point to which the coil 43 is connected but this is not necessary and may not' always be convenient. hen connected to the-low tension supply, the electromotive force available at the terminals of the auto-transformer coil will equal or approach that previously applied to it and the shifting of the coils 42, 43 with reference to each other will vary the voltage applied to the motors as before. In this case both transforming devicesfare used to their full capacity wh'euoperated from either the high or low tension supply and if desired only one such device may be used,

It will be understood that all the apparatus I have referred to in connection with the different figures need not necessarily be on one vehicle or locomotive of the train but that it may if desired be divided between vehicles. Also there may be as many duplicate devices and locomotives in the train as is necessary and that the various units may be controlled simultaneously by use of a multiple unit controlsystem. Also, although I have indicated a single phase supply or a direct current supply, the current may be polyphase and there may be'various transformations in voltage or character of current to secure the results desired.

When it is desired to retard the vehicle, 1

this maybe accomplished electrically by restoring energy to the line. Thus the operator by moving the controller or controlling rheostats toward their initial position will cause the propelling motors to act as generators and generate electromotiveforces which exceed the elect-romotive forces of the generator or generators supplying energy thereto; the motors acting as generators driven by the load will then drive the said generator or generators as motors which will cause the energy derived from the propelling motors to be transformed and supplied through the moving contact or contacts to the supply conductors when in either various modifications section. I thus secure the advantage of revehicle.

It' will be understood that there may be r and arrangements within the scope of my.invention and that I am not limited to forms shown and described, the scope of my invention being indicated by the, claims.

.Having thus described my invention, I declarethat what I claim as new and desire to secure by Letters Patent, is,

1. The combination of a high tension supply circuit, alow tension supply circuit, an electric vehicle, and means on the vehicle whereby the same can be propelled by c0n' nection through moving contacts to either the high tension supply or the low. tension supply, said means comprising a winding exterior to the driving motor which delivers elcctric energy while the vehicle is be ing propelled by energy received from one of the supply circuits and \VlllCli.l'ClVGS electric energy while the vehicle is being propelled by energy received from the other supply circuit.

2. The combination of a. high tension alternating current supply circuit, a low to sion direct current supply circuit, an elec tric vehicle, and means on the vehicle for transforming independently of the propelling motors energy received from either of said supply circuits.

3. The combination of a high tension supply circuit, a low tension 7 supply circuit supplying unidirectional energy, an electrically propelled vehicle, means for supplying energy from each of said circuits to the propelling motors, and means for varying the voltage of the energy supplied to the motors at the will of the operator independently of variation of resistance in the armature circuit of the motor.

4. The combination of an alternating current supply circuit, a direct current supply circuit, a vehicle, electric motors for propelling said vehicle, meansr-on the vehicle for controlling the voltage of the energy supplied to at least one element of the pro pelling motors, and means on the vehicle whereby either the alternating currentsupply or direct current supply may be used for propelling the vehicle.

5. The combination of. a ternatmg current supply c1rcu1t, an elec trically propelled vehicle, a moving contact ,tor leadlngenergy from the high tension circuituponthe vehicle, means onthe vehicle for transforming such high tension energy into lower tension energy at a controllable electromotive force, propelling electric motors having at least one element supplied with such low tension energy at a variable electromotive force for varying the speed of'the vehicle, a source of direct curhigh tension alrent energy, and means whereby the vehicle may be moved by electric energy from said source of direct current energy, said means comprising an additional moving contact.

6. In a railway system, the combination of a section having a high tension alternating current supply circuit, a vehicle having a moving contact for leading such high tension energy upon the vehicle when in said. section, means on the vehicle for transforming such high tension energy into lower tension unidirectional energy, an electric motor for propelling the vehicle having at least one element thereof supplied with such low tension energy at a variable electromotive force for obtaining a variable speed, a'source of low tension direct current energy, a separate moving contact for leading such low tension energy upon the vehicle, and means 20 for varying the electromotive force generated in the circuit of said element of the motor.

7. In a railway system, the combination of a section having a high tension alternating current supply circuit, a vehicle having- .a moving contact for leading such high tension energy upon the vehicle when in said section, meanson the vehicle for producing in a local closed circuit electric energy at a lower tension, an electric propelling motor having at least one elementthereot' connected in said closed circuit,

means]for varyingjhe electromotiv'e force of said lower tension energyior varying ,the speed of said motor, a source of direct current energy, and means whereby the energy from the latter source may be utilized for moving the train in another section and whereby the speed ofthetrain in said latter section may be varied by varying the electromotive force produced in .a circuit containing the said motor element.

8. The combination of two devices, each.

of which may, receive and deliver energy, an electric motor, means for supplying said motor with energy from said dev ces, and

means whereby one of said devices may be operated to supply energy to the other of said devices and cause the latter to supply energy to the said motor.-

9. The combination of .to .saidmotor from both of said devices, and means whereby one of said devices can be operatedso as to supplyenergy to the other device and cause the latter to'supply energy to the said motor.

10. The combination of a source of elec-.

ing saidv windings to cause them to supplyenergy JOl-IlillYtOt winding of saidmotor,

a second source of clectromotive I(,-icc,'-and means for causingone of, said-two -ivind lugs to receive energy f roinsa'idlatter-source cut, an electric motor,

two devices, an electric motor, means for supplying energy Y and supply energy to operate the other of said two windings which in turn delivers energy to the said motor winding.

11. The combination of an electric supply circuit, a second electric supply circ the character of the energy in thetwocircuits as regards current charateristics being diiieran electric energy and means for supplying said transformer,

transformer with energy from either of said supply circuits and for supplying the transformed energy to at least one element of the motors. l

12. Thecombination of a vehicle, an electric motor for propelling the vehicle,- an alternating current supply, a direct current supply, and means whereby the motor may be operated at different speeds from either of said sources of supply, said means comprising means for varying in either case, a

magnetically induced electromotive force in' series with at least one elementof said motor.

13. The combination of a motor adapted.

to be operated by magnetically induced'current of a certain character, a source of current which supplies current of said character under certain conditions of operation, a second source of magnetically inducedcurrent of different character, and means betweensaid second source and the motor for changing the current from said second source into current of the character required by the motor and for varyingthe voltage of the latter current for varyingthe speed of I the motor.

14c. The combination of a source of relations and for varying the speed of the motor in the latter case by developing different electromotive forces in series with'the'motor.

15, The combination of a motor the armitureof- Which is supplied under alloperative conditions with low tension continuous cur rent energy, {reapply circuit of-continuous,

currentenergy, a supp'ly circuit ofenergy which. produces current which 13 not conc'i'rcuits under difierent operative conditions tively lowtension unidirectional electric enj tinuous, and means for SlIIDPb/lllfifiilid as mature W thfenergy from said two supply respectively and for varying the speed of the motor by developing diiierent voltages in series with the motor armature.

1 6. The;combination "or" a n'iotor, sources of energy locatedat a'distance from ea'chiother, one1of said sources being depend'' two ent upon the other and producing unidirectional e'nei'gy,;and means for supplying suit motor Iwith energy from v one source 112" l certa n cond tions of; operation andirom t w or M21 noses-es other source under other conditions or" operation and for varying the speed of the motor under certain conditions from rest to full speed independently ot rheostatic resistances in. series with the motor rmature.

17. The combination of a. motor having at least one element adapted to be operated by current of a certain character, two sources of magnetically induced electromotive force, the character of the energy of said sources being different, and means for supplying the said motor elements Withcurrent of the required character from said two sources, and for developing different electromotive forces in series with said motor element to vary the speed of the motor.

18; The combination of an electrically 'yu'opelled vehicle, the propelling motor thereon having at least one elementsupplied with current of a certain character under all normal operative conditions, a. source of elect-romotive force outside of the vehicle, a section supplied from said source, means for operating said motor from said source when in said section, a second section supplied with energy, means on the vehicle for trans forming the energy and for supplying the motor with the transformed energy when the vehicle is in said second section, the current supplied by one of said sections being unidirectional, and means whereby the v ltage of said transformed energy may be varied at the will of the operator for controlling the motor.

19. The combination of an electrically propelled vehicle, an exterior high tension source of energy, means on the vehicle for transforming said high tension energy to energy of any desired voltage and for supplying the transformed energy to at least one element of the propelling motor, a rel atively low tension source of unidirectional energy exterior to the vehicle, and means for supplying said motor element with energy from said low tension source of energy.

20. The combination of an electrically propelled vehicle, a source ofelectromotive force, means for leading a relatively high tension current derived from said source upon the vchicle'through moving contacts, means on the vehicle for transforming such high tension energy to energy of lower tensionat different electrical pressures and supplying the latter to at least/one elementhicle through moving contacts and supply-'- ing the so no to said motor element under ting conditions.

ehicle, a source or" elect-romotive for leading a relatively high tension current derived from source combination of an electrically the same under both of said operating eon- V dition s.

22. The combination of two stationary sources of electiomotive force, the electro motive forces of which are different from each other, an electric motor. means for operating the motor from either of said sources, said means comprising means for varying thc speed of the motor by varying the net electromot-ive force developed in its armature circuit when receiving energ from either of said sources.

The combination of two sources of eleetromotive force of dilt'erent tension, an electrically propelled Vehicle. means for operating the vehicle from either of said sources, said means comprising' means on the vehicle for producing a variable controllable electromotive force for varying' the speed of the propelling motor when receiving energy 'from either of said sources.

24. The combination of an electric vehicle, a stationary source of electroinotive force, means on the vehicle for transforming energy from said source into variable volt age energy, and means whereby the vehicle may be operated from source of higher eleotromotive'force than that vof said first named source.

The combination of a vehicle, a sta' tionary source of low tension uni-directional energy, means on the vehicle for receiving energy from sail. source and whereby such energy may be transformed into alternating current energy of higher electromotive force.

. '26. The combination of a plurality of" windings for varying the speed of said motor, a plurality of sources of electromotive force, the electromotive forces of said sources being materially different, and means whereby the motor may be operated from each of said sources.

28. In a railwaysystem, a plurality of sources of elect-romotive force, the electromotive forces of said sources being radlcally different, an electrically propelled vehicle,-

supplied. wit-h lower tension energy, a vehicle, a motor for propelling the vehicle,

mehns on the vehicle for supplying energy to said motor when in either the high or low tension section and comprising two electromotive force producing windings, and means for varying the effective electromotive forces of said windings to control the motor. 30. The combination of an electric vehicle, a source of electric energy, means for delivering upon the vehicle energy from said source in two divisions and for varying the electromotive force of each of said divi-' sions, means for supplying a propelling m0- tor winding with energy due to the jointaction of said divisions, a source of energy the electromotive force of which is materially differentfrom that of the first named source, and means whereby the vehicle-may be operated from said secondsource.

31. The combination of a high tension supply circuit, a low tension supply circuit, an electric vehicle, and means on the vehicle whereby the same can be propelled by connection through moving contacts to either the high tension supply or the low tension supply, said means comprising means for transforming the energy and controlling the voltage of the energy supplied for propulsion while the vehicle is being operated from .either of the two supply circuits.

39. In a railway system, the combinationof a section having a high tension alternating current supply circuit, a vehicle having a moving contact for leading said high tension energy upon the 'vehicle when in said section, means on the vehicle for transforming such high tension energy into lower tension unidirectional energy, an electric motor for propelling the vehicle having at least one element thereof supplied with such lower tension energy at a variableelectromm tive force for obtaining a variable speed, and means for controlling the movement of the vehicle from a source of unidirectional energy.

noaacea having at least one element thereof connected in said closed circuit, means for varying the electromotive force of said lower tension energy for varying the speed of said motor, and means for moving the train in another section by energy having different characteristics from that of said high tension alternating current supply circuit;

34. The combination of an electric vehicle, two sources of electric energy having different electrical characteristics and each'adapted to supply energy for the propulsion of the vehicle, two electromotive force producing windings on the vehicle, propelling electric motors, meansfor connectingsaid windingsin diiferent'ways for controlling the energy delivered by them to said motors so as to secure different speeds and torques, and

means for causing one of said windings to receive energy and the other to deliver energy.

35. The combination of aplurality of generator'windings, a plurality of motor windings, means for supplying said motor wind- .ings with energy from said generator windings, and means whereby one of said generator windings is caused to act as a motor winding and drive another of said generator windings for supplying energy from the latter winding to certain of said motor windings.

36. The combination of a source of direct current, a source of alternating current, a

winding adapted to be revolved by current from said first named source,v a winding adapted to be revolved by current from said second named source, each of said windings may be caused to drive the other and. for connecting and disconnecting said windings from said sources respectively. 7

87. The combination of'two direct current machines having revolving elements, two alternating current machines having revolving elements, and means whereby the direct current revolving elements of said first named machines maybe driven by the alternating current revolving elements of said second named machines and whereby the direct current revolving element of one of said first named machines may be driven by the direct current 'revolving element of the other of the said first named machines.

38. The combination of two supply cir- 'cuits the electromotive forces upon which are different, two dynamo electric machines having mechanically related armatures,- and and means whereby whereby said'vehicle maybe electrically acmotor" having a winding supplied with 'said'hig'h'tension circuit, a dynamo electric machine having a revolving winding adapted to receive energy from said low tension generator, means whereby the armature of said generator may be driven by one or the varying the voltage of its armature, a varimeans comprising an electromagnetic winding whereby each of said armatures may be operated as a motor armature by energy from its respective supply circuit and thereby cause the other of said armatures to act as a generator armature.

39. The combination of a high tension supply-circuit, a low tension supply circuit, a dynamo electric machine having a revolving winding adapted to receive energy from circuit, and means for causing either of said windingsto receive energy from, its re spective supply circuit and mechanically drive the other winding.

40 The combination of two stationary sources of electric energy having different eharacteristics, an electric vehicle, and means erated from either of said sources. '41. The combination of a high tension supply circuit, a low tension supply circuit, a, dynamo electric machine having an armature adapted to be operated by energy from said high tension circuit, a dynamo electric machine having an armature adapted to be operated from said low tension circuit, a

celerated and electrically retarded. while opother of said first named armatures, and a energy from the armature of said generator.

e2. The combination of an electrically propelled vehicle,-a high tension winding and a low tension winding cooperating therewith, av second high tension winding and a second low tension winding cotiperating there-with, a high tension source, a low tension source, and means comprising moving contacts whereby said high tension windings maybe connected with said high tension'source or whereby one of said low tension windings may be connected with said low tension source for supplying energy to the other of said low tension windings.

43. The combination of a high tension sourc a low tension source of dilferent current characteristics from those of said high tension source, a generator having means for able speed motor connected in circuit with said armature. and means for driving said generator armature from either of said two source ll. The combination of an electric vehicle,

force producing windings, means for supplying electric energy from said two'windr ings to the propelling motors, and means for supplying to the vehicle low tension energy from a low tension source.

45. The method of electrically braking a moving vehicle from a high speed to a low speed which consists in generating electric energy by the movement of the vehicle while its speed is being reduced and passing low tension energy from the vehicle through a moving contact into a low tension supply circuit under certain conditions, and generating low tension energy by the movement of the vehicle, transforming to high tension energy, and passing high tension energy from the vehicle through a moving contact into a high tension supply circuit under conditions.

46. The method of operating an electric vehicle which consists in propelling the ve hicle by the joint action of energy from two different stationary sources of different clectromotive forces, and electrically braking the vehicle by restoring energy into the supply circuit of at least one of said sources.

47. The method of operating an electric vehicle which consists in propelling the vehicle by energy from a high tension source, propelling the vehicle by energy from a low tension source, and electrically braking the vehicle by restoring energy. to either of said sources respectively while the speed of the vehicle is being reduced from a high speed to a low speed.

48. The method of operating an electric vehicle which consists insupplying high tension energy to the vehicle, dividing said energy into two divisions of electric energy on the vehicle, employing said divisions jointly for supplying their combined energy .to the propelling motor, and supplying l'ow tension energy to the vehicle for propelling the vehicle.

$9. The method of operating an electric railway vehicle which consists in supplying high tension energy to the vehicle for pro pelling the same in one section, supplying low tensionenergy to the vehicle for ropelling it inanother'scction, supplying )oth high tension and low tension energy to the vehicle simultaneously for propelling the 'same under certain conditions, and supplying energy to the armatures of the propelling motors at different voltages for securing different speeds. p

50. The method of operating an electric motor which consists in supplying high tension energy for supplying energy to the motor, supplying low tension energy for supplying energy to the motor, transferring the motor load from one source of supply to the other and supplying to the circuit containing the motor armature energy at different voltages for securing different speeds.

51. The method of operating a railway locomotive which consists in leading high tension energy upon the locomotive through I 58. The combination of sources of electic a moving contact for propelling the locomotive, leading low tension energy upon the locomotive through a moving contact for,

propelling the locomotive, transferring the load from one source of energy to the other without interrupting the supply of energy to the locomotive, and supplying to the circuit containing the armature of a propelling motor energy at different voltages for se-- which consists in supplying a motor wlndcuring ditlerent speeds. 5:2. The method of transferring a locomotive load from a source of high tension to a source of low tension or vice versa which consists in causing the energy from the source in use to develop an electromotive force on the locomotive which approximately corresponds to that of the source to which the load is to be transferred, then causing both sources to simultaneously supply the propelling energy, then shifting the load to the other source, and then disconmeeting the first source.

53. The combination of two sources of electromotive force, the electromotive forces of which are difierent, an electric motor adapted to be operated by energy from either of said sources, and electromagnetic energy transforming means adapted to receive energy from either of said sources and deliver the same at different voltages to the armature of said motor.

54. A source of direct current energy, a source of alternating current energy, an electric motor, and means for employing energy from the two sources simultaneously and jointly for operating said motor and for srpplying said joint energy at widely different voltages for the purposes of speed control.

55. In a railway system, a high tension section supplying high voltage energy, a low-tension section supplying low voltage energy, and means on a train for transfornn ing the high tension energy to a suitable voltage for the propelling motor and for transforming the low tension energy up and down again to a suitable voltage for said motor. I

5. In a system of motor control, a source of alternating current energy, a source of direct current energy, an electric motor supplied with energy from either of said sources, and a singlecontroller for controlling the energy supplied to the motor when supplied with energy from either of said sources.

57. The combination of sources of electromotive force, the electromotive forces of which are radically difierent, an electric motor and means for-concurrently control-- ling the energy from said sources of different electromot ve forces for controlling the speed of the motor.

motive force, the electromotive forces of which are radically different, an electric motor, and means for delivering a'plurality of different voltages to the motor when energy is supplied from either-of said sources and for etlecting the control of the motor when energy is received from both sources simultaneously.

59. The method of operating a motor ing with energy from two generative ,windf ings, changing the circuit connect-ions of said windings relative to each other to vary the electrical characteristics of the energy supplied to said motor winding, and at other times'causing one of said two windings to act as a motor winding and drive the other as a generative winding, and supplying the resultant energy tothe motor winding.

60. The combination of a high tension source, a low tension source, an electrical vehicle, means for causing said sources to divide the total load and drive said vehicle with energy from both of said sources, and

means for causing the generation of electric energy by the-movement of the vehicle.

61. The combination of two sources of electric energy, the characteristics of the energy supplied being different, an electric motorand means for supplying energy from either or both of said sources to a winding of said motor, and for causing the motor to generate electric energy.

62. The combination of a source of high tension alternating current energy, a remote source of low tension direct current energy, an electric motor, and means for supplying energy from both of said sources to a winding of said motor so as to divide the load on said sources and for causing the motor to generate electric energy under certain conditions.

63. The combination two stationary sources of electric energy, a vehicle, a pro polling electric motor, means on the vehicle, for simultaneously receiving "energy from said two sources and for simultaneously delivering energy to the same winding of said motor, and means for causing the motor armature to generate electric energy for bra-king purposes under certain conditions.

64:. The combination of two sources of tors, and means for causing the motors to generate electric energy under certain conditions.

65. The method of controlling an electric motor which consists ingenerating alternateenergy from a source of direct current, and

varying the electromotive force in series with the motor armature.

66. The method of controlling a translating device, which consists in developing high tension electric energy, transforming said energy by magnetic induction to energy of lower tension and supplying said latter energy to said translating device, developing electric energy by magnetic induction at a different source, simultaneously supplysa'id translating device, and developing different .electromotive forces in series with said translating device for applying different eleotromotive forces thereto.

67 The method of electrically braking a motor driven vehicle which consists incau-sing the moving load to generate electric energy by causing the propelling motor to act as a generator, transforming said energy under .certain operating conditions into high tension single phase energy and leading such energy through a moving contactto a supply circuit, and under certain other operating conditions transforming said energy into lowtension continuous currentenergy and leading such energy through a moving contact to a supply circuit.

68. The method of electrically braking a motor driven vehicle which consists in cansing the moving load to generate electric energy by causing the propelling motor to act as a generator, controlling the electromotive force of said generatorby varying an elect-romotive force in series with it, transforming said energy under certain operating "conditions into high tension single phase energy and leading such energy through a moving contact to a supply circuit, and braking the motor under other operating conditions by causing it to generate energy.-

(39. The method of controlling the propelling motor of a vehicle which consists in supplying current to the vehicle from a stationary source under certain operating conditions, supplying in parallel with said current the current from a generator on the vehicle, regulating the joint current to the motor by varying an electromotive force in series with the motor and between the momg energy from said different source to tor and each of said generators, and supplying the motor with energy from a different stationary source under other operating con; ditions.

7c. The method of operating a railway vehicle which consists in supplying energy to themotor armature from a stationary 'sourcennder certain conditions, simultanedirectional,

ously supplying energy to thc-niotor armature from a supply winding on the vehicle, and supplying to the motor armature under other conditions energy from a second stationary source having different characteristics from the first source.

7 The, combination of a source of high tension energy, means comprising an elecdromotive force producing winding for deriving lowtension energy from said source, an electric motor, at least a part of said winding-and at least one element of said motor being connected in a localloop, means by said winding for varying the speed of the 'motor, and a source of low tension energy adapted to supply energy to the motor under certain operating conditions.

72. The combination of a source of high tension energy, a source of low.ten sion en; ergy, a vehicle, moving contacts for leading energy from either of said sources upon the vehicle, an electric motor having a field Winding energized independently of armature current under certain conditions for propelling the vehicle, and a single controllingmeans for controlling the motor when thevehicle is being operated from either of said sources. 4 I

7 3. The method of controlling an electric motor which consists in supplying the motor with energy from either one or the other of two different sources of elect-romotive' force, at least one ofsaid sources being unideveloping an electromotive force in series with the motor armature, and varying said electromotive force for controlling the motor.

motor which consists in supplying the motor with energy from either one or the other of two different sources of differentelectromotive force, developing an electromotive varying and reversing said electromotivc force for controllingthe motor.

75. The method of controlling electric energy which consistsin generating high and low tension energy at two difierent sources respectively, transforming said high tension energy, supplying said t'ansformcd energy to a translating device, varying the elcctromotive force'applied to said device therewith, supplying said device with energy from said other source and varying the electromotive force applied to said device by aryingan electromotivc force in series with said device. v

76. The method of electricallyretarding a moving load which consists in causing the load to generate electric energy, transforming said energy to high tension energy, suv plying said high tension energy'to a supply 74. The method of controlling an electric force in series with the motor armature, and

by varying an electromotive force in series for varying the electromotive force supplied;

circuit, and at another time supplying en.- ergy at comparatively low tension directly to a supply circuit.

77. The method of retarding a dynamo electric machine which consists in generating by said machine low tension ener y, sup plying such energy to a low tension circuit under certain conditions, transforming" said energy under other conditions to high tension energy, and supplying said latter energy to a high tension circuit.

78. The method of operating a railway vehicle which consists in generating at two. different sources high tension and low tension energy respectively, leading energy from one of said sources to the vehicle, leading energy from the other of said sources to the vehicle, regulating the energy received upon thevchicle. by a source of electromotive force and supplying the regulated energy to a propelling motor.

79. The method of operating a motor which consists in simultaneously supplying to the motor energy from a high tension source and from a low tension source, and varying an electromotive force developed. in series with the motor for controlling the energy jointly supplied thereto.

80. The method of controlling an electric motor which consists in supplying energy to the motor armature from two electromotive force producing windings connected in parallel, supplying energy to the motor armature from said two windings connected in series, and causing one of said windings to absorb energy and thereby generate energy in the other winding and supplying said latter energ 1 to the motor.

81. The method of operating a railway vehicle which consists in leading high tension energy upon the vehicle, deriving there from in a local loop containing the armature of a propelling motor a variable electromotive force, leading upon the vehicle low tension energy, and supplying said low tension energy to said local loop whereby the operation of the vehicle is dependent upon the joint effect of said high tension and low tension energy.

82. The method of operating a railway vehicle which consists in supplying low ten sion unidirectional energy to the vehicle from a stationary source, supplying high tension energy to the vehicle from a stationary source, transforming said high tension energy to low tension energy, supplying energy derived from said sources to the propelling motor, and controllin the motor in either case by varying 'an auxiliary electromotive force in. series with the motor armature. 9

The method of electrically braking a moving load which consists in driving the armature of a dynamo electric machine by transforming the energy into alternating current energy, and supplying said latter energ to a circuit.

84. The combination of a dynamo electric machine, two supply circuits having different electrical characteristics and means for causing said machine to receive energy from and deliver energy to each of saidsupply circuits.

85. The combination of a high tension supply circuit, a low tension supply circuit of unidirectional energy, a dynamo electric machine, and controlling means for supply ing energy from each of said circuits to said machine when said machine acts as a motor and for supplying energy to each of said supply circuits when the machine acts as a generator.

86. In a railway system, the combination of a high tension section, a low tension section of unidirectional energy, a vehicle, an electric -Inotor for propelling said vehicle, means for supplying energy from each of said sections to the motor and for causing the motor to act'as a generator for retarding the vehicle.

8'7. The combination of a source of high tension electric energy, means comprising two electromotive force producing windings for deriving low tension energy from said source, an electric motor, said two windings and the armature of the motor being connected in a local loop. and means for varying the electromotive force of at least one of said windings for varying the speed of said motor.

88. The combination of a high tension source of electric energy, means comprising an electromotive force producing winding for deriving low tension energy from said source, an electric motor, an auxiliary electromotive force producing windirg' conneoted in series with said first named winding and with a winding of said motor, and a separate source of electromot-ive force adapted to be connected in series with said auxiliary winding and said motor winding.

89. The combination of a high tension source of electric energy, means comprising a plurality of electromotive force producing windings for deriving low tension energy from said source, an electric motor, a winding of said motor'being connected in series with said first named windings and supplied with energy therefrom, and a separate source of electromotive force adapted to supply, energy to said motor winding.

90. In a railway system, the combination of a source ofhigh tension energy, a source of low tension energy, a. vehicle, a propeh ling motor for said vehicle, means on the vehicle for converting the high tension energy into low tension energy, means for supplying low tension energy to the motor, and means for varying the electromotive force of the energy supplied to the motor when the motor is supplied with energy supplied from said high tension source or with energy supplied from said low tension source. 7

9]. The combination of an electric motor, a high tension source of energy for said motor, a low tension sourceot energy for said motor, air lQCtYOIDOtlYG force producing winding in series with the motor winding, and means for varying the el'e'ctromotive force produced by said electromotive force producing winding when the motor receives energy from either of said sources.

92. The combination of a source of high tension energy, a source of unidirectional low tension energy, a vehicle, moving contacts for leading energy from either of said sources upon the vehicle, an electric motor for propelling the vehicle, and a single controlling mcans for controlling the motor when the vehicle is being operated from either and from both of said sources.

93. The combination of a source of-high tension energy, a source of unidirectional low tension energy, a vehicle, moving coiitacts for leading energy from either of said sources upon the vehicle, an electric motor for propelling the vehicle, and an electromotive force producing winding for controlling the motor when the vehicle 'is being operated from either of said sources.

94. In a railway system, the combination of a vehicle, high tension working conductors, low tension working conductors adapted to supply unidirectional current high tension and low tension contact devices for leading current from said conductors upon the vehicle, an electric motor supplied with energy from said conductors for propelling the vehicle, and means for electrically braking by feeding back current into each of sald working conductors.

95. The combination of two stationary sources of electric energy the characteristics of the energy supplied being different, an electrically propelled vehicle, and means on said vehicle for delivering energy derived from either of said sources to the other of said sources.

96. A source of high tension energy, a source of low tension energy, an electric motor, a winding supplying energy to said motor, two windings adapted to receive on orgy and thereby cause said first named windings.

97. The combination of an alternating current source, a continuous current source,-

an electric motor, a winding, and means for causing energy from said two sources to act jointly in generating energy in said winding, for supplying energyfrom said winding to a winding of said motor.

98. The combination of a source of high tension electric energy, a source of low ten sion electric energy, a motor receiving energy from said. high tension source, a

motor receiving energy from said low tension source, a generator driven jointly by troniotive force, a vehicle, an electric motor for propelling the vehicle, and means for converting energy .from said two I sources into direct current energy of variable voltage for varying the speed of said motor.

100. The combination of an electric motor, two electromotive force producing wind ings, and means forcausingsaid windings to generate energy while connected in series and in parallel and for causing one of said windings to generate energy andthe other to absorb electric energy.

101. The method of operating a'railway vehicle which consists in supplying high tension and low tension energy from two different sources respectively to the vehicle, at least one of said sources producing unidirectional energy, and controlling said energy upon the vehicle in each case separately so as to render available energy having the same characteristics, and supplying said latter energy to a propelling motor.

1.02..The combination of a source of high tension energy, means comprising an elec troinotivo force producing winding for derivinglow tension energy from said source, an electric motor, at least a part of said winding and at least one element of said motor being connected in series, means for varying the electroinotive force in series with the said element for va ping the speed of the motor, and a. source oflow tension adapted to supply energy to said element under certain operating conditions.

103. The combination ot a source of high tension energy, asource ot low tension umdirectional energy, a vehicle, moving conlac-ts for leading energy from either of said sources upon said vehicle, an electric motor for propelling said vehicle, said motor hav iiig a field winding energized indepeinlently of its armature current under certain conditions, and means for controlling said mo tor when said vehicle is being operated from either of said sources.

104. The method of controlling electric 

